Control mechanism for airplanes



May 22, 1945.

M. LE R. STONER CONTROL MECHANISM FOR AIRPLANES Filed May 19, 1943 5 Sheets-Sheet l INVENTOR MARVIN LEROY STONER ATTORNEY y 1945- M. LE R. STONER 2,376,731

CONTROL MECHANISM FOR AIRPLANES Filed May 19, 1943 5 Sheets-Sheet 2 INVENTOR BY MARVIN LEROY S'IDNER ATTORNEY y 1945- M. LE R. STONER CONTROL MECHANISM FOR AIRPLANES Filed May 19, 1943 5 Sheets-Sheet 3 o H mm N TL m M T vm M R M y 22, 1 45. M. LE RqsmER 223mm CONTROL MECHANISM FOR AIRPLANES Filed May 19, 1943 5 Sheets-Sheet 4 INVENTOR MARVIN LEROY STONER I ATTORNEY y 1945- M. LE R. STONER 2,376,731

COEITROL MECHANISM FOR AIRPLANBS Filed May 19, 1945 5 Sheets-Sheet 5 h INVENTOR 3 N MARVIN LEROY STONER ATTO RN EY Patented May 22, 1945 CONTROL MECHANISM FOR AIRPLANES Marvin Le Roy Stoner, Elizabeth, N. J., asslgnor to Curtiss-Wright Corporation, a corporation of Delaware Application May 19, 1943, Serial No. 487,830

3 Claims.

This invention relates to airplanes and more particularly to mechanisms for the control of the control surfaces thereof.

The principal object of the present invention is to provide a means for giving added lift to the airplane at times of landing and take off, which isin addition to the usual flap arrangements.

It is another object of the invention to provide means for drooping the ailerons of the airplane without loss of control of the same, at times of landing and take off, to give to the airplane added lift.

It is still another object of the invention to provide an automatic means selectively responsive only to the movement of lower flap for drooping the ailerons and automatically inefiective when the flaps are split.

According to the present invention, there is provided in the usual airplane structure, a pair of split flaps adapted to be operated by any of the well-known methods of operating split flap mechanisms. Adjacent the flaps is the usual aileron adapted to be controlled by a manually operable mechanism which includes a pair of divided connecting links adapted to be respec-' tively connected with the ailerons at the opposite sides of the airplane and a toggle link arrangement connected between these connecting links to separate the same and to thereby effect drooping of the ailerons. These toggle links are connected with the flaps in such a manner that as the lower flap is lowered by the usual flap operating mechanism, movement will be automatically imparted to the toggle links and thence to the connecting links to droop the ailerons. The adjustable or toggle link arrangement is rotatively mounted on a transversely extending spar so as to be rotated as a unit and in such a manner that drooping of theailerons may be had without loss of control of the same by the manually operable control mechanism.

For other objects and for a better understanding of the invention, reference may be had to the following detailed description. taken in connection with the accompanying drawings, in which Fig. l is an end elevational view of the adjustable or toggle link arrangement illustrating in dotted lines the positions of the elements thereof when the arrangement has been operated to ef-' feet the drooping of the ailerons.

Fig. 2 is a side elevational view of the adjustable or toggle link arrangement and illustrative of the manner in which it is mounted on the spar and as taken along the line 22 of Fig. l, and

looking in the direction of the arrows thereof.

Fig; 3 is a cross sectional view of the toggle link arrangement showing the concentric shafting, as taken along the line 3-3 of Fig. 1, and looking in the direction of the arrows thereof.

Fig. 4 is another cross sectional view of the toggle link arrangement taken in another plane along the line 4-4 of Fig. 2, and looking in the direction of the arrows thereof.

Fig. 5 is a more or less diagrammatic view of the aileron control mechanism and the connection thereof with the flaps.

Fig. 6 is another view of the mechanism shown in Fig. 5, but more or less in plan showing the various operating mechanisms and linkages.

Fig. 7 is a view, in elevation, through the flaps and of the portion of the linkage immediately adjacent thereto and showing in dotted lines the position of the linkage when the lower flap is in its full lowered position.

Fig. 8 is a view similar to Fig. 7 of the linkage and illustrating the position of the various links thereof when the flaps are moved to their split flap positions.

Fig. 9 is an enlarged perspective view of the spar and the toggle link arrangement, illustrating particularly well the connections of the arrangement with the divided connecting links running coextensively with the spar.

Fig. 10 is a perspective view of an airplane wing structure having split flaps and an aileron thereon and showing parts of the mechanisms utilized for the operation ofthe flaps and ailerons.

Referring now particularly to Fig. 10, there is shown an aircraft wing structure I3 having its usual upper and lower skin blankets l4 and I5 connected to ribs l6 and laterally extending rear spar IT. This rear spar I I carries a-hydraulic flap-operating mechanism 18 including a pair of toggle links l9 respectively connected to upper and lower flaps 20 and 2| hinged as indicated at 22 and 23a to the respective upper and lower skin blankets l3 and i5.

The hydraulic flap-operating mechanism is is similar to that disclosed and'described in the patent application of R. C. Blaylock and Peter Bukoif, Serial No. 480,116, filed March 22, 1943, and includes mechanism for selectively operating the flaps 20 and 2| together to split open position or to operate the lower flap 2| singly to its fully lowered position. Also connected to the wing structure adjacent the outer end of the flaps 20, is the usual aileron 23 adapted to be operated by a linkage mechanism 24 having parts connected to a forward spar 28 and extending coextensively with respect thereto. The spar 28 may run through the aircraft fuselage'and is so arranged as to carry an adjustable or to gle link arrangement 28, such as shown in Figs. 1, 2, and 9. Associated with the flaps 28 and 2| is a linkage mechanism 21 adapted to be connected with the toggle link arrangement 28 for eilecting operation of the same to droop the aileron 23.

Referring now more particularly to Figs. 5 and 6, there is shown, in its entirety, the linkage mechanism 21 which serves for operating the toggle link arrangement 28 which is connected respectively to divided linkages which are respectively adapted for connection with the ailerons 23. The toggle link arrangement 28 is pivotally mounted on the spar 25 and can be rotated as a unit by a manually operable aileron control mechanism 28. This manuall operable mechanism 28 is thus, through the toggle link arrangement 26, always in connection with the linkages 24 to effect operation of the ailerons.

Referring now more particularly to Figs. 1, 2, 3, and 9, there is shown the manner in which to gle link arrangement is mounted on the spar 28. To effect this mounting of the same as a unit, there is provided an opening through the web or the spar and to the web is connected a pair of journal bearing brackets 29 and 38, Fig. 3. These brackets respectively carry ball races 3| and 32 in which is disposed a sleeve 33 having an arm 34 thereon adapted for connection with a link 35 of one of the linkages 24. On the opposite end of the sleeve 33 is. an upwardly extending arm 38. Within this sleeve 33, there is provided other ball races 31 and 38 in which is disposed a central shaft 39 which extends considerably forwardly beyond the end of the sleeve 33 to serve as a support for a supporting member 48. The supporting member 40 is connected to the shaft 39 by ball races 41 and 42 to permit relative movement between the supporting member 48 and the shaft 39. The ball race and th supporting member 40 are retained on the shaft 39 against axial displacement by a threaded cap 43. Adjacent the respective ends of the sleeve 33 and connected to the shaft 39 to be operated thereby, are lever arms 44 and 48, the latter ofwhich connecting with a connecting link 480: a linkage 24 of the other aileron. It should now be apparent that the shaft 39 and the sleeve 33 have ber 48. This cross head 88 has a ball race 81 that fits within the groove 88.

Connected respectively to the levers 38 and 44, are toggle links 58 and which are respectively connected at their opposite ends to the cross head 88. As the cross head is slid vertically, the toggle links 88 and 89 will be either spread or closed depending upon the direction of movement of the cross head in the slide. If the movement is downward, the toggle links will be spread and upon continued movement downwardly they may be locked over center to efl'ect thereby a lateral spreading and locking of the arms 34 and 48 which are connected with the connecting links of the aileron operating linkages 24. As this is done, the con, nection between the ailerons is elongated and the eflect is to droop the ailerons about their hinge ioints so as they will provide or serve as a lift device upon the landing and take-oi! of the airplane.

Also connected to the cross head 88 is a clevis 88 forming a part of the aileron control linkage 28. This clevis is fixed to a link 8| which is connected to a bell crank 82. The bell crank 82 is connected by a link 83'to another bell crank 84 which is operated by a manually operable stick 88 usually located in the airplane cockpit and accessible to the pilot. As this linkage 28 is manipulated as the operator depresses stick 88 in one direction or another, the clevis 88 will act upon the cross head and the supporting member 48 to eflect rotation of the shaft 39 and sleeve 33 in the bearing Journal brackets 28 and 38. Such movement will operate the ailerons to laterally control the airplane. This operation is possible at all positions of the toggle links and adjustments of the separable connecting links. While the ailerons are in their drooped position,

1 they may continue to be controlled by the aileron relative movement with respect to each other and that the lever arms onone will move in opposition to the lever arms on the other.

On supporting member- 48, there is pivoted an adjusting lever 48 as indicated at 49 on the upper end of the supporting member". This lever 48 is pivoted about an axis transverse to the axis of rotation of the toggle arrangement and an arm 58 extends downwardly into alignment withthe axis of rotation. This arm 88 is connected as shown more clearly in Fig. 6, to a swivel element 5i on a link 52 forming a part of the linkage 27 connected with the flaps. It will be thus apparent that as the toggle link arrangement is rotated about its axis that this movement can be readily imparted without aiiecting the linkage 21, since the swivel 5 i is rotated about an axis of the link 52 which is substantially in alignment with the axis of rotation of the toggle link arrangement. The lever 48 has an upper arm 83 to which is connected a depending link 54 which is connected to a cross head 85 slidable in a vertically extending groove 58 in the supporting memcontrol linkage 28.

Referring now particularly ,to Figs. 7 and 8, there will now be described the operation of the linkage which selectively controls the operation of the toggle link arrangement 28. In the view shown in Fig. 7, the lower flap as shown by dotted lines, has been moved to its full down position while the upper flap has remained closed. This causes a bell crank 88 to be rotated about its pivot connection 81 with the wing structure l3. It will be noted that upon movement of the flap to its full lowered position, that the upper arm 88 of bell crank 88 has moved a considerable distance forwardly to the position shown in dotted lines at 88, Fig. 7. This movement is quite considerable and is sufllcient to eii'ect pivotal movement of the lever 48 on the supporting member 48 to a position as shown in dotted lines in Fig. 2. This movement depresses the link 84 and the toggle links 88 and 88 to adjust and retain the ailerons to their dropped P Bition. Referring again to Fig. 7, it will be noted that the large movement of the bell crank 88 is accompanied by the arrangement and connection of links 18, H, and 12 with the flaps. When the upper flap is retained in its closed position the link 12 will pivot about a fixed point 13. As the lower flap moves downwardly the lever H is pivoted about a pivot connection 14 of the lever H with the link 12. This causes the link 18 to be raised upwardly and since the link 18 is connected to the bell crank 88, it will be pivoted about its pivot point 81.

Referring now more particularly to Fig. 8, there is shown the condition in dotted lines of the links as both flaps are put into the part-way opened or split position. Since the upper flap is moved, the point 13 will also move, making the same into a movable pivot. This will allow the link 12 to move bodily rearwardly and down to straighten the connection of the link H with the link Ill without imparting any greater movement to the bell crank 66. It will be noted in Fig. 8 that the amount of movement eiTected by the bell crank 66 is considerably less than the amount of movement by the bell crank when the lower flap is operated singly and is hardly enough to take up slack in the linkage. It should thus be apparent that the mechanism 21 is by virtue of its construction and arrangement, selective to operate the toggle link arrangement only when the lower flap is moved to its fully lowered position and is practically inoperable when both flaps are opened to their split flap position.

It should now be apparent that there has now been provided a mechanism whereby the ailerons can be drooped to provide out of the ailerons a, lift increasing device for airplanes and also an arrangement of this mechanism whereby the ailerons are drooped automatically when the lower flap is moved to its full lowered position and that this drooping of the ailerons is done without loss of control of the ailerons themselves.

While various changes may be made in the detail construction, it shall be understood that such changes shall be within the spirit and scope of the present invention as defined by the appended claims.

I claim as my invention:

1. In an aileron and flap control mechanism for airplanes having pilot controlled aileron actuating mechanism for moving the right and left ailerons in opposite directions and flap actuating mechanism for moving the right and left flaps in the same direction, a rotatable shaft extending substantially normal to the transverse axis of the airplane, a laterally extending linkage assembly containing four links, the two outer links being operatively connected tosaid right and left ailerons, respectively, the two innor links being mounted for rotation on said shaft and acting as cranks, means operatively connected to said aileron actuating mechanism for rotating said cranks in unison to laterally translate said outer links in unison whereby to move said ailerons in opposite directions, and means operated by lowering and raising of said flaps for rotating said cranks relative to each other to laterally translate said outer links relative to each other whereby to move said ailerons in the same direction.

2. In an aileron and flap control mechanism for airplanes having pilot controlled aileron actuating mechanism for moving the right and i left ailerons in opposite directions and flap actuating mechanism for moving the right and left flaps in the same direction, a rotatable shaft extending substantially parallel to the longitudinal axis of the airplane, a laterally extending linkage assembly containing four links, the two outer links being operatively connected to said right and left ailerons, respectively, the two inner links being mounted for rotation on said shaft and acting as cranks, means operatively connected to said aileron actuating mechanism for rotating said cranks in unison to laterally translate said outer links in unison whereby to move said ailerons in opposite directions, and means operated by lowering and raising of said flaps for rotating said cranks relative to each other to laterally translate said outer links relative to each other whereby to move said ailerons in the same direction.

3. In an aileron and flap control mechanism for airplanes having pilot controlled aileron actuating mechanism for moving the right and left ailerons in opposite directions and flap actuating mechanism for moving the right and left flaps in the same direction, a rotatable shaft extending substantially parallel to the longitudinal axis of the airplane, a laterally extending linkage assembly containing four links, the two outer links being operatively connected to said right and left ailerons, respectively, the two inner links being mounted for rotation on said shaft and acting as cranks, a toggle having its ends thereof pivotally connected to arms of said cranks, means connecting said aileron actuating o mechanism to the knee joint of said toggle and acting in a substantially tangential direction to 

